Power transmission.



A. C. EVERETT.

POWER TRANSMISSION.

APPLICATION FILED AUC-L16, 1913. y

Patented June 4,1918.

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A. C. EVERETT.

POWER TRANSMISSION. APPLlcATloN FILED Aurina. 1-913.

l 9268933 Patented Jun 1918.

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A. C. EVERETT.

POWER TRANSMISSION.

APPLICATION FILED AUG.I6, IslaA Patented June 4, 1918.

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NE'IHEEE mi@ 1:9 C. EVEBETT, 0F BOSTON, MASSACHUSETTS.

POWER TRANSMISSION.

Specication of Letters Patent.

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v Application led August 16, 1913. Serial No. 785,013.

To all whom t may concern:

Be i .known that I, ARTHUR C. Evnnnrr, of Boston, in the county of Sufolk and State of Massachusetts, a citizen of the United States, have invented a new and useerence to the drawings, in which-4 l 2o Figure 1 is a longitudinal section of the transmission embodying myl invention; Fig. 1a being a detail of certain valve seats.

Fig. 2 is a view partly in elevation and partly in section taken in a longitudinal plane at right angles with the section of Fig. 1 and enlarged. v

Fig. 3 is an enlarged view of the valve or cut-olf mechanism, shown partly in section.

A is a balance wheel mounted on the end of a shaft a connected to the source of power. The balance Wheel A has a sleeve A1 projecting from the face opposite that to which the shaft a is attached which has a housing A2 attached to 4its farther end, which housing closes in and engages a bearing b on the transmission shaft B. The

sleeve A1 is grooved with a series of grooves,

in each of which is carried a ring a1.

the collar-b1 on the transmission shaft B is attached a collar B1 in proximity to which the first one of a series of rings a1 is located. The collar B1 has a sleeve B2 projecting from it which is also grooved and carries a series of rings b2, each ring lying between two of the rings a1. This construction is a construction well known in the art and need not be further described except to say generally that when the rings mounted in thesleeve A1 and the rings mounted in the `sleeve B2 are pressed into contact a clutch is formed which causes the rotations of the" balance wheel A to be transmitted to the transmission shaft B. A ball bearing B3 takes up the end thrust of the shaft B.

My improvement relates more particularly to the means for compressing or closing together these rings a1 and b2. For

this purpose the transmission shaft B carries a ianged nut c held in place by a set nut bs. Against this nut c rests one end of an expansible spring C. The other end of this spring is contained within a housing C1, made for convenience in two parts as shown, the inner end of said housing being turned inward and backward to form a bearing c1 through which the transmission shaft B passes, and a recess 02 against which the farther end. of the spring C bears.

The housing C1 has mounted to turn upon it a cup-shaped member C2, the extremity of which has a flange c4 adapted to engage one ofthe rings b2, and this construction is such that the eEort of the spring C to expand drives this flange c4 toward the rings a1, b2 and causes them to engage so that the clutch is established between the balance wheel A and the transmission shaft B through the instrumentality of the housing A2 and collar B1.

The housing C1 does not turn with the transmission shaft B. It is connected with a flange E1 on the end of a sleeve E which forms a bearing for the shaft B. This construction is made by a cap nut D which screws onto the end of the housing C1. Between vthe flange E1 and the nut D is preferably a ball bearing d to take up the thrust. Thesleeve E is preferably grooved as at e to receive a ring e1 carrying a hanger e2 by which a forked or other lever of any character operable by hand or foot may be vconnected to the sleeve E to move it to the right (see Fig. l) and withdraw the iiangc 04 against the force of the spring C from engagement with or from applying pressure to the rings a1, b2,l thus disconnecting the, power shaft and the transmission. Upon release of the sleeve the spring C will again bring the flange into action to cause the engagement of the clutch, and the coupling together again of the power shaft and' the` transmission. l prefer, however, that this operation be caused by. .compressed air as T have described below. y v

F is a bearing Vshown in section -which may be of any convenient shape and' by means of which the mechanism may be supported from any suitable point, for eX- ample, from av flooring or frame as most convenient. This bearing also supports the head G of a cylinder G1, within which 1s mounted the piston H. This piston H is threaded on to the end of the sleeve E so that the two will move longitudinally to- `gather while the transmission shaft B will rotate within the sleeve E. Thus the moving of the piston H to the right (see Fig. l) will carry withit the sleeve E andf flange o2 as described above. The cylinder head G has a pipe connection g with the valve mechanism to be described below by means of which compressed air enters the cylinder G, and to prevent escape the bearing F has within it and around the sleeve E a suitable stuffing box F1 of any convenient type. The piston H is ring-shaped at its front end (see H1), the forward end of this ringshaped portion being adapted to engage p one of a series of rings g1, these rings being ylocated in grooves in the interior of the cylinder G1 precisely as the rings a1 are located in corresponding grooves in the sleeve A1. Similar rings 71.1 are Vmounted in similar grooves in the collarH2 keyed to the transmission shaft B.

It will be seen that the cylinder G1 and the piston H do not revolve with the trans'- mission shaft B. The part H2, however,

rotates with the transmission shaft B. When the spring U by expanding has caused the clutch a1, Z22 to engage so that the transmission shaft B will be rotated by the shaft a the part H1-wil1 be withdrawn so that the part H2 with its rings'may rotate without friction between the disks g1 and 71.1. When, however, the sleeve E has -been moved to the right (see Fig. 1) the rings a1 and b2 areno longerincontact; that is, the clutch is rendered inoperative as a clutch and at the same time the rings g1 .and h1 are brought into frictional contact and as the member G1 is stationary these rings serve as a brake to check and finally stop the rotation of the transmission shaft B.

To operate these parts by pneumatic pressure I have shown an air tank J filled with air,kept under compression connected by a pipe j with the interior of a Valve casing K. The type of valve to be used under these conditions is immaterial, but I prefer to use a check valve such as is shown in Fig. 3. This device comprises a nozzle on the end of pipe y', the end of this nozzle being closed by a valve 701, say of hard rubber, mounted in a tube k2 and held in place, adjustably, by means of a plug 702' which which tank is` screws into the end of the tube702. The tube 702 has opening 7021 on each side through one of which the nozzle 70 projects, the other serving f or a free escape of air. The casing K has an opening in its .bottom normally closed by ascrew plug K1,and it is ,closed at the top by a cap K2, having ea tube K2 projecting upward from its middle portion, This cap K2 screws down upon the main body of the casing and a diaphragm 705 is clamped between an inwardly projecting lil collar 701- and the top of the lower portion of the casing.l To this diaphragm is attached in any sultable way the tube 702. As'shown the tube is closed at the top and a stud 708 is riveted or soldered thereto, this stud serving as a lower bearing for a spring 707 which lies within the tube 702. A follower 708 having a pin 701 projecting'from its upper end rests on top of the spring. The tube K3 is part being attached to each end of the cock.

Ity will be seen from this construction that when the handle of the lever L1 is moved to theleft see Fig. 3), the wedge-piece L will be move to the right and the diaphragm 705 will be depressed. This will depress the valve 701 and so `open the nozzle K as to allow air to pass from the tank J through the pipe y' and out through the pipe 7'1 to the cock and thence t0 the passage Z2 which then will be in register with it. Through the passage Z2 it will pass by the ipe g to the chamber G2 behind the piston The pressure thus eX- erted on the piston by the compressed air will cause the piston to move to the right carrying with it the sleeve E and the housing C1 and compressing the spring C so that the pressure of the flange 0'1 on the rings a1, 712 is released and they cease to act as a clutch. At the same time the surface H1 of the piston H will engage the first ring g1 of the series g1, 7`z1 and will compress all the rings together and so slow down and finally stop the rotation of the part H2 and the shaft B to which it is keyed. Thus the apparatus as a whole acts as a brake as Well as a clutch.

When the lever is turned so that the passage Z3 in the cocky registers with the pipe g, this will bring one end of the passage Z2 in register with the pipe g2 and the passage Z3 in register with the pipe g, thus releasing Lacasse air from thecylinder G and release the brake and allowing-the spring O to expand engages the clutch,

In order to indicate the different positions of the passages Z2, Z3, I prefer to provide a segment L2 which is notched at L3, L4, and L5. When the clutch is to be opened and the brake set the handle of the lever L1 is turned over the notch L5 and when the air pressure is to be released it is turned so as to be over the notch L3.

It will be seen that when the handle is turned to notch L5 as described the wedgepiece L is moved to depress the diaphragm 7:5 and move the valve 101 from the mouth of the nozzle c so as to allow the free entrance of air to the chamber G2 and when the handle is turned to notch L3 the wedge-piece L is withdrawn and the diaphragm is allowed to rise and close the valve.

When the handle is in the position shown in Fig. 3, z'. e., over the notch L4 it will be noted that there is a fractional registration between the passage Z2, the tube j1 and the tube g, the position being such that sufli cient air pressure will be established in the chamber G2 to release the. clutch without setting the brake thus allowing the machine to coast. ln this case pressure will not build up in the chamber G2 to the extent necessary to set the brake because back pressure in the valve chamber will lift the diaphragm fc5 and close the valve k1 until the pressure decreases either -by leakage or otherwise. The spring 727 should be of such strength as to allow the diaphragm to rise sudiciently for the purpose under these circumstances. F rom the position shown in Fig., 3 to complete registration the pressure on the piston can be adjusted by the manipulation of the handle L1 so as to give any desired control to the brakes.

Thus the throwing in of the clutch to cause the rotation of the shaft is caused by the spring C which holds the clutch in engagement and the disconnection of the clutch and the control of the rotation of the shaft by the brake is caused by compressed air.

lin addition, however, the transmission will cause' the supplying ofpre-ssure to the air in the air tank. rllhis is accomplished `in a similar way. While various forms of rotary air pumps might be used, l prefer to use one connectible to the transmission by a similar clutch as 1s shown 1n the drawings wherein M, M1 are the cylinders, each hav- Both the outlet ports m1 are connected by pipes m11 with the tank J. In order to allow air to pass in through the inlet ports I have provided the surfaces m12 against which the valves m2 are forced when the piston is drawing in air with passages marked m13. The air will thus pass around the ball valves and into the cylinder as the piston is withdrawn from the head thereof.

In practice l prefer to provide each cylinder head with short hollow extensions m22, m23 and to close the ends of these extensions by caps m32, m33 which screw onto the ends thereof to form the valve chambers, the caps m32 each having a passage through it to form or connect with a pipe forming the inlet port and the caps m33 each being closed at the end.

rllhe cylinders are mounted on opposite sides of'a housing which is carried by a disk Rclosing one end of the cylinder G1 and has a neck r projecting from it through which runs the transmission shaft B and a sleeve M6 surrounding the shaft and keyed thereto. At its other end the neck 7 carries the disk R1 to which is bolted the tube R2 u on which the cylinders M, M1 are bolted.

pon the outer end of this tube R2' is bolted the closure R3 which is slotted on its upper side as at r1 to form a passage from the arm N, a cover R4 being bolted to the closure R3 to cover this passage and form a bearing for the rod P2. The closure R3 also has an opening in its end to allow the shaft P2 to pass therethrough. Within these cylinders M, M1, which are preferably ribbed exteriorly to get a better heat radiation system, are carried pistons M2, M3, these pistons being mounted upon a strap M4 carried by Van eccentric M5 free to turn on the sleeve M6. This construction being a well known method of securing reciprocation from rotary motion will not be further dcscribed. The sleeve M(s has an enlarged portion M7 which contains a series of grooves in which 4are mounted clutch rings m4. eccentric M5 has a forwardly projecting housing Ms which also carries clutch rings m5. llt will be seen that if the rings'm, m7 are, brought into such close contact with each other as to produce the necessary amount of friction a clutch is formed which will cause the eccentric M5 to rotate with the sleeve M6 when the transmission shaft B rotates. To accomplish this result there is also mounted on the sleeve MG a second sleeve M9 having a cup-shaped portion M10 carrying' a flange ma constructed and located to engage-one of the rings m5. rllhe sleeve M9 does not turn with the sleeve MG. The sleeve M9 also carries an annular projection m7 against which is mounted an arm N which has an opening through it to receive a portion of the sleeve M.. A portion of The Athis arm N which surrounds the sleeve M of the sleeve M6.

is an expansion spring and The spring n2 of the sleeve M9 tends to hold the flange m6 against one of the rings 'm5 so that these rings are normally held in clutch relation and when the transmission shaft is rotated the eccentric will be rotated and the pistons given their reciprocation to force air into the tank J. Whenthis is unnecessary, that when suflicient compression of air in the has been secured the arm N (see Fig. 3) is caused to compress the spring 'n2 (that is, to release the pressure of m upon the ,ring m5) in ythe, following manner:

P is a cylinder, one end of which is open to the atmosphere as by the passage p. P1 is a piston movable in the cylinder P and connected by the rod P2 with a boss N3 on the end of the arm N so that the piston P1 will move the arm N. Motive power is 'ap'- plied to theypiston P1 to move the arm N to compress the s ring n by meansof compressed air supp ied to the chamber p1 at the Nfarther end of the cylinder by the pipe gf in the following manner.

Projecting into the tank J through an opening in the top thereof is a cylinder Q closed at its upper end except for a gland through which passes a piston rod Qz to the lower end of which is connected the piston Q1 which moves in the cylinder Q. To the upper end of the Aiston rod Q2 is attached a ball valve Q3. housin Q4 is mounted on the top of the cylinder which housing has a partition Q5 extending across it near ts middle, dividing it into two chambers Q6 and Q7 connected by an opening normally closed by the valve Q3.

The top of the housing Ql is closed by a screw'cap g'which'carries a downwardly projecting tubular guide g", the lower end of which guides a block g which rests on top of the valve. 0n this block rests a spring g1 the upper end of which backsv against a follower g2. A set screw g3 Apassing through this cap ge rests on this follower for the purpose of adjusting the strength of the spring. A pipe g5 connects the chamber g with the tank J and the pipe g4 whichleads -to the piston chamber p1 connects with the chamber Q. A relief passage g8 allows air to escape from the chamber above the piston Q1.

The strength of the spring g1 being properly adjusted when the pressure of the tank has reached the desired limit the piston Q1 -spring g1 tol close the valve will be lifted and will lift the valve Q3 which will allow pressure to pass from the chamber Q which is always connected with the tank J by the pipe g5 to the chamber Q'r and from there through the pipe g4 to the I By means of the ressure thus chamber p1.

the piston P1 will e driven to established -the right (see Fig. 2), carrying the arm with it and compressing the spring n2, thus releasing the pressure on the rings m4 m5 and disconnecting the air pump from the transmission shaft B. When the pressure in the tank J is sufficiently reduced to allow the Q3, the spring n2 will expand bringing the parts into their formerwelation and again connecting the transmission shaft with the pump.

It is believed from the above description that the operation of this mechanism will be readily understood. It will be seen that normally the transmission shaft is in clutch because unless the main clutch which' en-l gages 'it with the balance wheel A is dis' connected by compressedair the spring C will keep it in engagement. When the shaft B is rotating it is maintaining the pressure in the tank J at a predetermined amount which amount cannot be exceeded because of which it operates which parts operate automatically. vThis pressure will be sucient when applied as described either to disconnect the shaft B from the wheel A so that the machine will coast, or by a graduation of the amount of pressure used, through the wedge-piece L to put on the brake to the extent desired. 2

rlhe advantage of such a mechanism as is described will appeal especially to those using automobiles, for the entire control will reside in the handle L1 by the movement v of which the operation of the transmission is governed.'

Unless a suitable locked lever of ordinary construction is connected to the part e2 (in which case the main clutch a1, b2 can be lll@ disconnected mechanically and will be connected until the proper moment) the tank J may well be lled with air compressed to the proper amount by the ordinary foot pump so that the main clutch will remain disconnected until it is desired to start thetmachine. After the machine is once connected up by the main clutch the air mechanism will worky automatically. j l

In its broad aspect my invention does not relate so much to the details of mechanism as to the general combination of a clutch and brake mechanism controllable by compressed airwhich controls the movements of the transmission pump -to operate the machine and' also the air pump by which the pressure of the compressed air is maintained.

ris

hill

y'at

naeaeae Many variations from the exact structure shown and described will' therefore suggestl shaft and to rotate therewith, means for connecting said power shaft and said transmission shaft to cause the rotation thereof, located at one end of said sleeve, and means for discoecting said power shaft and said transmission shaft located at the other end of said sleeve, and means for moving said sleeve whereby said transmission shaft may be rotated orstopped, said means comprising a piston and spring and connections between said piston and spring and said sleeve, and means whereby compressed air may be supplied to said piston to operate it.

2. ln a transmission mechanism, a power shaft, a transmission shaft, a sleeve mounted to slide longitudinally on said transmission shaft and to rotate therewith, means for connecting said power shaft and said transmission s aft to cause the rotationl thereof, located at one end of said sleeve, and means for disconnecting said power shaft and said 4transmission shaft located at the other end of said sleeve, and means for movin said sleeve whereby said transmission sha may be rotated or stopped, said means comprismg a piston and spring and connections between said piston and spring and said sleeve, and means whereby compressed air may' be supplied to said piston to operate it, said last-named means comprising an air pump, a clutch one member of which is connected to said transmission shaft to rotate therewith and the other member of which is slidably olmted 0n Said 211:1 d'

I ou shaft,

means for holding said members normally in contact, an air ta and means connected thereto and operated by high pressure therein whereby said two members may be separated and said air pump stopped.

3. ln combination with a source of power, a shaft, a clutch and brake mechanism mounted thereon to operate in inverse relation substantially as described, a clutchtitl controlled air pp operated by said shaft,

an air tank connected thereto, connections between said tank and said clutch and brake mechanism whereby vthe operation thereof may be controlled, and coections between said tank and said pump to control the air pressure in said tanko t. ln a device of the d described, in combination with a source of power, a shaft, a spring-controlled clutch mounted on said shaft normally in connecting relation theren to, a compressed air tank, means connected with said tank and said clutch whereby the air pressure of said tank will yrelease said clutch, a brake also mounted on said shaft connected to said clutch and operable inversely u on' the release of said clutch, means operateddoy said shaft to control the supply of air" pressure in said. tank, and means whereby the action ofv air pressure upon said clutch and brake mechanism will be dehnitely controlledD a o 5. ln a device of the d described, 1n combination witha source of power, a shaft a clutch and brake mechanism moun thereon to operate in inverse relation substantially as described, an air tank, pneumatic means connecting said mechanism and said tank, an automatic check valve located in said pneumatic connection, and means operable by hand whereby the movement of said valve may be adjustedand the amount of pressure to be used will bedenitely controlled..

'rtl e u C., EVERETW, Witnesses:

THOMAS H..

WM.. E.. Brown..

titi 

